The GAfuels Blog is written by two private pilots concerned about the future availability of fuels for piston-engine aircraft: Dean Billing, Sisters, Ore., an expert on autogas and ethanol, and Kent Misegades, Cary, N.C., an aerospace engineer and aviation journalist.
You know that your political agenda is in trouble when the Tea Party movement agrees with MoveOn, and conservative Senator Jim DeMint (R-S.C.) agrees with former Vice President and environmental activist Al Gore. This is the situation that the ethanol lobby now faces in Washington, with the 45 cent a gallon ethanol credit set to expire at the end of the year.
Even worse news for the ethanol industry is a report from the Congressional Budget Office (CBO) that taxpayers are now compelled to subsidize ethanol at $1.78 for each energy-equivalent gallon of gasoline it replaces, says the article.
Gone unnoticed by the press, but not by consumers, is the rising cost of gasoline at the pumps, due in part to recent increases in the cost of ethanol to stations.
The Washington Post article also recommended reconsideration of the entire ethanol production mandates, something your bloggers have been urging for months. One wonders when the aviation alphabets will chime in? After all, ethanol’s presence in gasoline contaminates the only other FAA-approved aviation fuel for piston engine aircraft that is available in the U.S. Might one explanation be that one of Growth Energy’s leading sponsors, ethanol plant builder Fagen Inc. of Granite Falls, Minn., is also a very visible exhibitor at the EAA’s annual AirVenture convention in Oshkosh, where Fagen’s bright red, ethanol-blend-powered MX-2 is on display on the ground and in the air?